EP1645449A2 - Antriebssystem für ein Hybrid angetriebenes Kraftfahrzeug und dafür geeignetes Steuerungsverfahren - Google Patents

Antriebssystem für ein Hybrid angetriebenes Kraftfahrzeug und dafür geeignetes Steuerungsverfahren Download PDF

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Publication number
EP1645449A2
EP1645449A2 EP05110259A EP05110259A EP1645449A2 EP 1645449 A2 EP1645449 A2 EP 1645449A2 EP 05110259 A EP05110259 A EP 05110259A EP 05110259 A EP05110259 A EP 05110259A EP 1645449 A2 EP1645449 A2 EP 1645449A2
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EP
European Patent Office
Prior art keywords
drivetrain
torque
gear shift
control means
transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP05110259A
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English (en)
French (fr)
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EP1645449B1 (de
EP1645449A3 (de
Inventor
Per Jurland
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication date
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Priority to DE60229985T priority Critical patent/DE60229985D1/de
Publication of EP1645449A2 publication Critical patent/EP1645449A2/de
Publication of EP1645449A3 publication Critical patent/EP1645449A3/de
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Publication of EP1645449B1 publication Critical patent/EP1645449B1/de
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a method and a system in a vehicle, according to the pre-characterizing portion of claim 1 and 2, respectively.
  • a vehicle comprising a drivetrain with an automatic transmission, controlled by an electronic control device such as a Transmission Control Module (TCM)
  • TCM Transmission Control Module
  • the selection of gears in the transmission is made according to a predetermined gear shift schedule, according to which a decision to shift gear can be ordered based on information about, e.g. vehicle speed and accelerator pedal position.
  • the shift schedule can be adapted so that, during an acceleration, gear shifts will occur at a relatively early stage.
  • early gear shifts will decrease the amount of torque of the drivedrain. This problem becomes obvious in situations where a relatively large amount of torque is desired, for example in an acceleration or when the vehicle is moving uphill.
  • Vehicle drivetrain systems comprising an internal combustion engine, an automatic transmission and an electric machine, which can be used as a motor, are known in the art, see for example GB2348630A.
  • an electric engine e.g. an Integrated Starter/Generator (ISG)
  • ISG Integrated Starter/Generator
  • the ISG can be used to provide additional torque in situations where this is desired.
  • the amount of torque available from the ISG is dependent on properties of its power source, i.e. batteries.
  • the amount of torque from the ISG may not suffice for the drivetrain output rotational speed at hand.
  • EP1101650A2 discloses, in a vehicle provided with an electric motor assisted output torque, a gear shift schedule in a priority sequence in the drive power control, the sequence being: based on a requested torque, check if the engine torque suffices; if not, check if the electric motor torque and the engine torque added together suffices; of not, change gear.
  • EP1101650A2 entails the time consuming and costly process of providing a special gear strategy entirely designed for the drive arrangement, i.e. engine + electric motor, at hand.
  • the object of the invention is achieved by a method and a system of the type mentioned initially, presenting the characterizing features of claim 1 and 2, respectively.
  • the function of the invention can be added as a "bolt-on" solution onto existing transmission control systems, without changes having to be performed in the latter.
  • the method comprises the steps of determining nominal torque of the drive unit, comparing the nominal torque of the drive unit to the requested torque and performing said steps of determining an available torque of the electric machine, determining an available torque of the drivetrain and adjusting at least one of the gear shift schedule input parameters, if the nominal torque of the drive unit is lower than the requested torque.
  • the gear shift schedule input parameter will not be not adjusted if it is established that the torque of the engine alone will suffice to meet the torque demands at hand, which in turn results in reducing fuel consumption. Also, the electric machine will not be activated for additional torque, if it is established that the torque of the engine alone will suffice.
  • Fig. 1 shows schematically a vehicle drivetrain 1 and a control system therefore.
  • the drivetrain comprises a drive unit in the form of an internal combustion engine 2 with a motive power output in the form of a crankshaft, here also referred to as an engine output shaft 5.
  • a hydraulic automatic transmission 4 is indirectly connected to the engine output shaft 5 via an intermediate fluidic torque converter 3, which is adapted to drive a transmission input shaft 6.
  • a transmission output shaft 7 drives the wheels of the vehicle for its propulsion.
  • the drivetrain 1 also comprises an electric machine in the form of an integrated starter/generator (ISG) 8, which can be used as an electrical motor and a generator.
  • ISG integrated starter/generator
  • the ISG is connected directly to the engine crankshaft via an ISG output shaft 9, and therefore the ISG 8 is adapted to have the same rotational speed as the engine.
  • the ISG 8 can be connected to the engine crankshaft indirectly via a gear, so that it is adapted to have a rotational speed different from the engine 2.
  • Fig. 1 shows the electric machine 8 as located on a side of the engine 2, being opposite to a side on which the transmission 4 is located. As an alternative the electric machine 8 is located between the engine 2 and the transmission 4.
  • Reference number 10 denotes an electric system of the vehicle.
  • the electric system 10 comprises a battery and electricity consuming devices in the vehicle.
  • An ISG-controller 801 is connected to, and adapted to control the ISG 8.
  • Vehicle control means here referred to as drivetrain control means 14 or drive train control device, is a control system adapted to control the drivetrain 1 by means of a plurality of actuator controls, as is known to the person skilled in the art.
  • the drivetrain control means 14 can comprise an engine control module (ECM) and a transmission control module (TCM).
  • ECM engine control module
  • TCM transmission control module
  • the drivetrain control means 14 is connected to and adapted, in a manner known in the art, to receive signals from an accelerator control device in the form of an accelerator pedal 15.
  • the drivetrain control means 14 is also adapted to receive engine condition parameters and to send signals to control the operation of the engine 2.
  • the drivetrain control means 14 is adapted to determine the engine output torque based on certain predetermined drivetrain parameters, e.g. air pressure, air temperature, engine temperature, and rotational speed.
  • the drivetrain control means 14 is also adapted, in a manner known in the art, to receive, by means of the ISG-controller 801, condition parameters of the electric system 10 of the vehicle. These parameters can include state of charge (SOC) of the battery, battery temperature, and also the electric consumption requirements of electricity consuming devices. Static information about components in the electric system can be stored in the drivetrain control means 14, such as battery durability and battery limitations.
  • SOC state of charge
  • battery temperature battery temperature
  • Static information about components in the electric system can be stored in the drivetrain control means 14, such as battery durability and battery limitations.
  • the drivetrain control means 14 is also adapted to send control signals to the ISG-controller 801, to control the output power, the output torque or the rotational speed of the ISG 8, when the latter is operating as an electric motor.
  • the drivetrain control means 14 is adapted to receive, in a manner known in the art, signals corresponding to transmission condition parameters and to send control signals to the transmission 4. Among other parameters the drivetrain control means 14 is adapted to receive information about the transmission input and output rotational speed.
  • the drivetrain control means 14 is adapted to select a gear of the transmission based on a set of gear shift control elements. This set includes a predetermined gear shift schedule and gear shift schedule input parameters. Using the gear shift schedule the drivetrain control means 14 can send signals to the transmission 4 so as to change gear of the latter. The gears are selected based on the gear shift schedule input parameters, which could be values corresponding to the speed of the vehicle, and signals from the accelerator pedal 15. Instead of accelerator pedal signals a requested torque determined on the basis of the accelerator pedal signals can form a gear shift schedule input parameter.
  • the flowchart in fig. 2 depicts a method according to a preferred embodiment of the invention.
  • the steps in the method can be used in a situation in which an increased output torque from the vehicle drivetrain is desired. This could be, for example, at an acceleration of the vehicle or when the vehicle is moving uphill.
  • the method comprises detection by the drivetrain control means 14 of a signal p corresponding to the setting of the accelerator pedal (block 101).
  • the drivetrain control means 14 determines (block 104) a corresponding requested crankshaft torque T req according to a predetermined accelerator pedal signal to requested torque correlation.
  • a predetermined accelerator pedal signal to requested torque correlation.
  • another physical entity such as force or power, is used to represent the requested performance of the drivetrain.
  • the drivetrain control means 14 determines an available torque of the engine T Engav based on engine specific parameters, for example engine rotational speed, air temperature, engine temperature and air pressure (block 150).
  • the drivetrain control means 14 determines an available ISG torque T ISGav (block 152), based on information of the power source, i.e. the battery, of the ISG 8, which information can include SOC, battery current RMS limits, battery temperature and battery durability and limitations.
  • the drivetrain control means 14 calculates an available torque T av as the sum of the available torque of the engine T Engav and the available ISG torque T ISGav (block 154).
  • a nominal torque T N is calculated (block 153) as T EngMax - T aux .
  • T EngMax is the maximum engine output torque, which has a predetermined value and corresponds to the highest level of torque that can be produced by the engine at current rotational speed, or the torque that the engine is allowed to produce at current rotational speed.
  • the engine output torque being dependent upon rotational speed means that T EngMax is dependent upon current selected gear, since the latter determines the rotational speed of the engine. Additionally, T EngMax can be chosen to be dependent upon current engine conditions, such as air temperature, engine temperature and air pressure.
  • T aux is an auxiliary load torque corresponding to the maximum effect caused by auxiliary loads in the electricity system 10.
  • T aux is dependent upon the engine rotational speed and an auxiliary load power P aux .
  • P aux can be chosen to have a fixed predetermined value corresponding to a maximum auxiliary load, including battery charging requirements and loads of electric components.
  • a suitable value for P aux in a medium size passenger vehicle is 3-4 kW.
  • P aux can be determined according to a predetermined scheme, at which the value of P aux is determined based on the requested torque T req . Thereby, at current operation conditions the priority of electrical components or groups of components are weighted against the torque requirements.
  • the drivetrain control means 14 calculates (block 109) an adjustment factor A p for the accelerator pedal signal p, based on the requested torque T req , the available torque T av , the nominal toque T N and a maximum torque T Max .
  • the maximum torque T Max equals T EngMax and T ISGMax added together.
  • T ISGMax is the highest torque that can be produced by the ISG 8 and is predetermined. Alternatively, T ISGMax can assume some other predetermined value, e.g. a highest torque allowed to be produced by the ISG 8.
  • the accelerator pedal signal p is adjusted by the adjustment factor A p (block 110).
  • the vehicle speed v is determined in a manner known in the art (block 111). A decision is made by the drivetrain control means 14 based on the vehicle speed v and the adjusted accelerator pedal signal p, if a gear shift should be made in the transmission.
  • Fig. 3 and 4 show diagrams related to the determination of the adjustment factor A p for the accelerator pedal signal p (block 109 in fig. 2).
  • Input information in fig. 3 is the requested torque T req .
  • a value of the adjustment factor A p is given by a line, I or II, which ever gives the highest value of A p for the value of T req .
  • Line I corresponds to a constant A p of 1, i.e. no adjustment of the accelerator pedal signal.
  • Line II which also could be a curve, corresponds to increasing A p with increasing T req .
  • the line II is moved vertically in the diagram in fig. 3.
  • the vertical position of the line II is determined by a value of a curve adjustment parameter CA II , which is dependent on the available torque T av , and illustrated by a wide double arrow in fig. 3.
  • Fig. 4 depicts the determination of CA II .
  • T av equals the maximum torque T Max which, according to the description above, corresponds to the highest level of torque which can be produced by the drivetrain
  • CA II is set to zero, which corresponds to the lowest level of the line II in fig. 3.
  • T av equals the nominal torque T N which, deduced form the description above, can be said to correspond to the lowest level of torque which can be guaranteed by the drivetrain
  • CA II is set to 1. This corresponds to the highest level of the line II in fig. 3.
  • the line II in fig. 3 can take an infinite number of or a plurality of vertical positions between two extreme positions.
  • the lowest position corresponds to the available torque being equal to the maximum torque at which no adjustment of the pedal signal p is needed, and for all values of T req , A p is set to 1.
  • the highest position of the line II corresponds to the available torque being equal to the nominal torque at which no adjustment of the pedal signal p is made for values of T req below T N , but for values of T req above T N , A p is set to a value above 1, and the accelerator pedal signal is adjusted upward.
  • the flowchart in fig. 5 depicts a method according to an alternative embodiment of the invention. Many of the steps in the alternative method correspond to steps in the method described in connection to fig. 2 above.
  • a detection by the drivetrain control means 14 of a signal p corresponding to the setting of the accelerator pedal is carried out (block 201), and in response thereto, the drivetrain control means 14 determines (block 204) a corresponding requested crankshaft torque T req .
  • the requested torque T req is compared to the nominal torque T N (block 205). If the requested torque T req is smaller than the nominal torque T N , the steps above are repeated (blocks 201-205).
  • the drivetrain control means 14 determines an available torque of the engine T Engav (block 250), and an available ISG torque T ISGav (block 252), in a manner similar to what has been described above in connection to fig. 2.
  • the drivetrain control means 14 calculates (block 209), similar to what has been described above, an adjustment factor A p for the accelerator pedal signal p, the accelerator pedal signal p is adjusted by the adjustment factor A p (block 210) and the vehicle speed v is determined, after which a decision is made by the drivetrain control means, if a gear shift should be made in the transmission.
  • accelerator pedal signals form an input parameter for the gear shift schedule and are adjusted to force a downshift, when available torque does not meet requested torque.
  • gear shift schedule input parameters can be adjusted to accomplish the same effect.
  • the requested torque forms a gear shift schedule input parameter
  • an adjustment factor A v can be calculated for the vehicle speed, where the latter forms a gear shift schedule input parameter.
  • this can be adjusted by a wheel traction adjustment factor in a similar way to what has been described above.
  • Another alternative could include adjusting more than one of the gear shift schedule input parameters.
  • gear shift schedule itself can be adjusted.
  • the schedule may be adapted, as is known in the art, to control gear shifts at certain vehicle speeds.
  • an upper and a lower limit speed is used so that the gear is shifted up and down, respectively, at speeds corresponding to these limit speeds.
  • a limit speed can be adjusted so as for the transmission to change gear at a different vehicle speed, than would the limit speeds have been un-adjusted.
  • the lower limit speed of a certain gear can be adjusted upwards so as to cause a gear down shift at a higher speed than otherwise.
  • gear shift schedule can be altered or replaced.
  • the set of gear shift control elements can comprise a plurality of gear shift schedules, whereby the entire schedule is replaced to cause a gear shift to occur at a different speed.
  • the invention has been described in relation to an automatic transmission. However, the invention is also applicable on any other type of transmission, where some type of automatic gear control is involved, such as in a automated shifted manual transmission, or a continuously variable transmission (CVT).
  • CVT continuously variable transmission

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
EP05110259A 2002-04-08 2002-04-08 Antriebssystem für ein Hybrid angetriebenes Kraftfahrzeug und dafür geeignetes Steuerungsverfahren Expired - Lifetime EP1645449B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE60229985T DE60229985D1 (de) 2002-04-08 2002-04-08 Antriebssystem für ein Hybrid angetriebenes Kraftfahrzeug und dafür geeignetes Steuerungsverfahren

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP02445044A EP1356972B1 (de) 2002-04-08 2002-04-08 Steuerungsverfahren für ein Hybrid angetriebenes Kraftfahrzeug

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP02445044A Division EP1356972B1 (de) 2002-04-08 2002-04-08 Steuerungsverfahren für ein Hybrid angetriebenes Kraftfahrzeug

Publications (3)

Publication Number Publication Date
EP1645449A2 true EP1645449A2 (de) 2006-04-12
EP1645449A3 EP1645449A3 (de) 2006-04-19
EP1645449B1 EP1645449B1 (de) 2008-11-19

Family

ID=28686048

Family Applications (2)

Application Number Title Priority Date Filing Date
EP02445044A Expired - Lifetime EP1356972B1 (de) 2002-04-08 2002-04-08 Steuerungsverfahren für ein Hybrid angetriebenes Kraftfahrzeug
EP05110259A Expired - Lifetime EP1645449B1 (de) 2002-04-08 2002-04-08 Antriebssystem für ein Hybrid angetriebenes Kraftfahrzeug und dafür geeignetes Steuerungsverfahren

Family Applications Before (1)

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EP02445044A Expired - Lifetime EP1356972B1 (de) 2002-04-08 2002-04-08 Steuerungsverfahren für ein Hybrid angetriebenes Kraftfahrzeug

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DE (2) DE60220987T2 (de)

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DE102004022114B4 (de) * 2004-05-05 2018-11-22 Robert Bosch Gmbh Verfahren zum Betreiben eines Fahrzeugs
US7463962B2 (en) 2004-07-07 2008-12-09 Eaton Corporation Shift point strategy for hybrid electric vehicle transmission
CN103332193B (zh) * 2013-07-12 2015-11-18 东风汽车公司 基于规则曲线补偿控制法的发动机扭矩波动补偿方法
US9718462B2 (en) 2014-01-10 2017-08-01 Ford Global Technologies, Llc Hybrid vehicle transmission shift management system and method
JP6197764B2 (ja) 2014-08-08 2017-09-20 トヨタ自動車株式会社 電動車両
CN114704636B (zh) * 2022-03-17 2024-07-19 潍柴动力股份有限公司 车辆档位自学习自修正方法、电子设备和存储介质

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GB2348630A (en) 1998-09-09 2000-10-11 Luk Lamellen & Kupplungsbau Drive train

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JP3145426B2 (ja) * 1991-04-17 2001-03-12 マツダ株式会社 車両の駆動力制御装置
JP2888056B2 (ja) * 1992-10-02 1999-05-10 日産自動車株式会社 車両用自動変速装置
JP3933728B2 (ja) * 1996-07-23 2007-06-20 トヨタ自動車株式会社 ハイブリッド車両の制御装置
JP3096447B2 (ja) * 1997-09-17 2000-10-10 本田技研工業株式会社 ハイブリッド車両の制御装置
US6110066A (en) * 1998-02-05 2000-08-29 Southwest Research Institute Parallel hybrid drivetrain
JP3680734B2 (ja) * 1999-02-08 2005-08-10 トヨタ自動車株式会社 電動機のトルクにより制動する車両及びその制御方法
JP2001146121A (ja) * 1999-11-19 2001-05-29 Toyota Motor Corp 変速機付きハイブリッド車両の制御装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2348630A (en) 1998-09-09 2000-10-11 Luk Lamellen & Kupplungsbau Drive train

Also Published As

Publication number Publication date
EP1356972B1 (de) 2007-07-04
EP1645449B1 (de) 2008-11-19
DE60220987T2 (de) 2007-10-25
EP1645449A3 (de) 2006-04-19
DE60229985D1 (de) 2009-01-02
EP1356972A1 (de) 2003-10-29
DE60220987D1 (de) 2007-08-16

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